Car coupler



Oct. 26, 1954 w. J. METZGER 2,692,690

CAR COUPLER Filed Feb. 17, 1951 4 Sheets-Sheet 1 INVENTOR. I W/LLM/V/ J. METZGEI? ATTORNEY I Oct. 26, 1954 METZGER 2,692,690

CAR COUPLER 7 Filed Feb. 17, 1951 4 Sheets-Sheet 2 v INVENTOR. W/LL/AM J. METZEER 38 34 so /z BY A TTORNEY Oct. 26, 1954 w. J. METZGER 2,692,690

CAR COUPLER 77 Filed Feb. 17, 1951 4 Sheets-Sheet a INVENTOR. 44 3o WILL/AM J METZGE/P A T TORNE Y Oct. 26, 1954 ER 2,692,690

CCCCCCC ER INVENTOR. W/LL/AM J. METZGER BY W ATTORNEY Patented Oct. 26, 1954 UNITED STATES PATENT OFFICE CAR CQUPLER of Ohio Application February 17, 1951, Serial No. 211,500

10 Claims. (Cl. 213 151) This invention relates to car couplers of the rigid-jawed type, such as shown in United States patents of John Willison, No. 1,201,665, dated October 17, 1916 and No. 1,614,515, dated January 18, 1927.

The invention concerns the provision of gathering and interlocking means on couplers of rigidjawed type to prevent telescoping of cars during collisions and derailments and to prevent a pulled-out coupler from dropping to the road bed and possibly causing a derailment.

ihe invention also provides efiicient as well as positive gathering of the couplers for coupling under the conditions where the couplers are displaced vertically and laterally relative to each other.

The various features and advantages of the invention will be apparent from the following description of a coupler of the aforementioned type embodying the invention, taken in conjunction with the drawings, in which:

Fig, l is a plan view of two coupled couplers embodying the invention and being shown in buffed position.

Fig. 2 is a vertical sectional view taken along line 2--2 of Fig. 1.

Fig. 3 is a view similar to Fig. 1 but showing the couplers in pulled position.

Fi 4 is a vertical sectional view taken along line fil i of Fig. 3.

Fig. 5 is a plan view showing the initial contact between horizontally and vertically displaced coupler as they approach for coupling.

6 is an elevational view partly in section, taken in the direction of the arrow in Fig. 5.

Fig 7 is a perspective view of the coupler shown in Figs. 1 to 6, taken from the left side of the coupler.

Fig. 8 is a perspective view of the coupler shown in Figs. 1 to 6, taken from the right side of the coupler.

Referring to the drawings, the coupler head is designated by the numera1 l0 and comprises the huiiing jaw i2 and the pulling jaw [4 which are transversely spaced on opposite sides of the longitudinal center line of the coupler. The head is recessed on its forward side between jaws l2 and as at It, to receive jaw l2 of the opposing coupler in interengaged relation, as seen in Fig. 1. A longitudinall movable lock I8 is provided for locking the couplers in coupled position, the lock being disposed adjacent jaw l2 and being received in recess iii of the opposing coupler when in its forward or locking position. During coupling operations the lock is adapted to be moved rearwardly into the coupler head to permit passage of jaw I2 of the opposing coupler into coupled position. As soon as the jaws of the couplers are in coupled position the locks move to their forward or locking position, as shown in Figs. 1 and 3. A pivotal lever I9 to which may be attached any suitable uncoupling mechanism is provided for moving the lock rearwardly out of locking position when it is deisred to uncouple the couplers.

Within recess i6 is the vertical bufiing face 20 which is disposed at an angle to a vertical plane extending transversely of the coupler and is adapted for engagement with a complementary bllfill'lg face 22 on jaw I 2 of th opposing coupler. Pulling jaw i is formed with a pulling face 24 which engages a complementary face 26 on bufiing jaw if when the couplers are subjected to pulling or draft forces, as in Fig, 3. Thus it is seen that two coupled couplers are effectively locked against separation during the application of draft and ending forces thereto.

In order to prevent separation of the couplers through relative vertical movement between the interengaged jaws thereof, such as may occur during collisions or derailments, the upper and lower ends of recess it have been closed over by top and bottom tie walls 28 and 30, respectively, for overlapping in close relationship the buffing .iaw i2 of the opposing coupler. It is to be noted that top wall 28 is flush with the top surface of the coupler head. Also in order to provide for coupling under conditions in which th couplers are in Vertically displaced relationship, as shown in Fig. 6, the upper and lower ends of jaw [2 are chamfered to provide sloping surfaces 32 and 34 which converge in a direction forwardly of the coupler. These surfaces are adapted for cooperation with walls 23 and at to efiect vertical alignment of the couplers during coupling operations as will be hereinafter described. Th inner upper and lower ends of recess [6 have been sloped, as at 36 and 38, to correspond with surfaces 32 and 3t. Surfaces 3B and 38 converge in a direction rearwardly of the coupler and extend from the inner surface of walls 28 and 38 at a line spaced inwardly of the forward face of each wall and merge with bufing face 20 and side surface 40.

During the approach for coupling of two coupiers which are displaced vertically relative to each other, as shown in Fig. 6, the upper sloping surface 32 on jaw P2 of the coupler on the right will engage the inner edge 42 of top wall 28 of the opposing coupler, while simultaneously the inner edge M of lower wall 30 of the coupler will engage the lower sloping surface 34 on jaw l2 of the opposing coupler. It is to be observed that the aforesaid engagement occurs at transversely spaced points with respect to the longitudinal center lines of the couplers. This provides a balanced condition which prevents any tendency of the couplers to jack-knife horizontally and mis-couple, as might happen with a construction inwhich; for example, a single point of contact on only one side of the couplers occurs during vertical alignment thereof. As the couplers move together from the position shown in Fig. 6, the sliding engagement which occurs between j aw surfaces 32 and 34 and the inner edges 42 and 44 of walls 28 and 30 serves tomovethe couplers into vertical alignment, in which position jaws l2 are free to pass between walls 28: and 30 and move into interengaged relation with opposing jaws I4.

The couplers shown in Figs. 5 and 6 are displaced laterally a small amount as well as being displaced vertically. Accordingly, simultaneously withthe vertical alignment of the couplers, as aforementioned, the couplers are aligned horizontally through the engagement of tapered surface 46 on each jaw 12 with the inner edge 48 of the opposing jaw M. The vertical and horizontal alignment of. the couplers from the position shown proceeds until the couplers are coupled.

It will be understood that in the event the couplers are displaced laterally to the position in which one of the jaws l2 engages forward surface 50 of the opposing jaw Hi the initial action will be the horizontal alignment of the couplers until the vertical aligning surfaces 32 and 3 3 on jaws l2 engage inner edges 42 and 44' 3 on walls 28 and 30 of the opposing couplers, after which vertical alignment of the couplers will take place. Similarly, horizontal alignment will occur before any vertical alignment takes place when the couplers are displaced laterally to the position in which engagement occurs between buflingfaces 22 of the opposing jaws I2.

When. two couplers approach for coupling while in vertically angled relationship, initial engagement during the vertical alignment of the couplers may occur between only one of. sloping surfaces. 32 and 34-, and the cooperating inner edge 42 or 54;, depending on the relative positions of the couplers. Thus, in the. event one coupler is in a horizontal position while the opposing coupler is in a drooped position, the initial engagement will occur between upper sloping surface. 32 of jaw I2 of the drooped coupler and. inner edge 42' of the horizontal coupler. This engagement, however, is of relatively momentary duration and as soon as the drooped coupler is raised, contact will occur between inner edge 44 of the drooped coupler and lower sloping surface 34 of the opposing coupler, thus preventing any jaclz-knifing of the couplers as they move to coupled position.

It will be seen from Figs. 1 to 4 that my invention will efiectively limit vertical displacement between coupled couplers, whether they are under draft or buffing. forces. Top and bottom walls. 28 and 3!], in addition to forming part of thevertical interlock between the coupled couplers, also serve to tie jaw M to the body of the coupler, thereby strengthening the jaw against the possibility of lateral. distortion in service. It will also be appreciated that in the event of a distortion ofwalls 28 and 30 under abnormally high vertical blows sloping surfaces 36 and 38 of the opposed couplers will be engaged by surfaces 32' and 34 to augment these walls in. restricting vertical displacement between the couplers. It will also be seen from Figs. 1 and 3 that the forward faces of walls 28 and of walls 30 are in opposed relationship when the couplers are coupled, with a small clearance existing between these faces in the buffed position of the couplers. As wear takes place along buffing faces 20 and 22 engagement between the forward faces of walls 28 and of walls. 30 may occur, thereby supplementing faces 20 and 22 in buff.

The vertical interlock between coupled couplers will prevent separations of the couplers in a vertical direction, thus preventing telescopingof cars during collisions or derailments. It will: also. prevent a coupler which becomes detached from its car from dropping to the road bed and possibly causing a derailment.

It is to be understood that couplers embodying my invention will be connected to the car in such a manner as to allow for vertical as Well as horizontal angling and each coupler will also be provided with a flexible support to accommodate the vertical angling. This construction is necessary with all interlocking type couplers.

The terms and expressions which I have employed are used as terms of description and not of limitation, and I have no intention, in the use of such terms and expressions, of excluding any equivalents of the features shown and described or portions thereof, but recognize that various modifications are possible within the scope of the invention! claimed.

I claim:

1. A car coupler having a pair of rigid transversely spaced, jaws, said jaws being adapted to interengage with the jaws of an opposing similar coupler, and abutment means extending across the top and bottom of said coupler for closely overlapping at least a portion of a jaw of an opposing coupler, when the couplers are intercoupled, to limit relative vertical displacement between the couplers, one of said jaws being chamfered at the upper and lower ends thereof for engagement with the abutment means of an opposing similar coupler to align vertically displaced couplers as they approachfor coupling.

2. A car coupler having a pair of' rigid transversely spaced jaws, said jaws being adapted to interengage with the jaws of an opposing similar coupler, and means comprising an abutment adjacent the upper ends of said jaws adapted to overlie in close relationship at least a portion of a jaw of an opposing coupler to limit downward displacement of said coupler relative to an opposing coupler, one of said jaws having at its upper end a downwardly sloping surface for engagement with the abutment of an opposing similar coupler to align vertically displaced couplers as they approach for coupling.

3. A car coupler comprising a head, a buffing jaw and a pulling jaw on said head disposed on opposite sides of the longitudinal center line of the coupler, said jaws being adapted to interengage with the jaws of an opposing similar coupler, said buifing jaw having a pulling face for engagement with a corresponding pulling face on thepullingjaw of an opposing coupler, rearwardly movable. lock means disposed adjacent said jaws formaintainingsai'cl coupler in interengaged relation with an opposing. coupler, and abutment means on the topandbottom of said head disposed between said jaws for overlapping in close relationship the buffing jaw of an opposing coupler, when the couplers are intercoupled, to limit-relative vertical displacement between the couplers, saidbufiing jaw having atits upper and lower ends forwardly converging surfaces for engagement with the abutment means of an opposing similar coupler to align vertically displaced couplers as they approach for coupling.

4. A car coupler comprising a head, a pair of rigid jaws on said head disposed on opposite sides of the longitudinal center line of the coupler, said jaws being adapted to interengage with the jaws of an opposing similar coupler, and lock means to preclude separation of the couplers in a longitudinal direction, when said coupler is intercoupled with an opposing coupler, said head being recessed between said jaws to receive a jaw of an opposing coupler, the upper and lower ends of said recess having abutments for overlapping engagement with the top and bottom of a jaw of an opposing coupler, when the couplers are intercoupled, to limit relative vertical movement between the couplers, one of said jaws having its upper and lower ends chamfered for engagement with the abutments of an opposing similar coupler to align vertically displaced couplers as they approach for coupling.

5. A car coupler comprising a head, a buffing jaw and a, pulling jaw on said head disposed on opposite sides of the longitudinal center line of the coupler, said jaws being adapted to interengage with the jaws of an opposing similar coupler, and lock means to preclude separation of the couplers in a longitudinal direction, said head being recessed between said jaws to receive the buffing jaw of an opposing coupler, said head having top and bottom walls defining the upper and lower ends of said recess and overlapping the bufiing jaw of an opposing coupler when the couplers are intercoupled, said buffing, jaw being chamfered at the upper and lower ends thereof for engagement with the top and bottom walls of an opposing similar coupler to align vertically displaced couplers as they approach for coupling.

6. A car coupler comprising a head, two rigid jaws on said head disposed on opposite sides of the longitudinal center line of the coupler, said jaws being adapted to interengage with the jaws of an opposing similar coupler, and lock means to preclude separation of the couplers in a longitudinal direction when said coupler is coupled with an opposing similar coupler, a top wall on said head between said jaws, said wall being adapted to overlay in close relationship at least a portion of a jaw of an opposing similar coupler, when the couplers are intercoupled, to limit downward displacement of said coupler relative to the opposing coupler, one of said jaws having at its upper end a forwardly and downwardly tapered surface for engagement with the top wall of an opposing similar coupler to align the couplers vertically during coupling operations.

'7. In a car coupler having a head and a pair of transversely spaced forwardly extending rigid jaws, coupler aligning means comprising a forwardly extending top wall disposed between said jaws and a forwardly and downwardly tapered surface at the upper end of one of said jaws, said surface being arranged to engage the top wall of an opposing similar coupler to align the couplers vertically during coupling operations, the forward end of said wall being so disposed as to face in close relationship the forward end of the top wall of an opposing similar coupler when the couplers are intercoupled.

8. In a car coupler having a head and a pair of transversely spaced forwardly extending rigid jaws, coupler aligning means comprising top and bottom walls on said head extending between said jaws and forwardly converging surfaces at the upper and lower ends of one of said jaws, said surfaces being arranged to engage top and bottom walls of an opposing similar coupler to align the couplers vertically during coupling operations, the forward ends of said walls being so disposed as to face in close relationship the forward ends of the top and bottom walls of an opposing similar coupler when the couplers are coupled.

9. A car coupler having a head, said head having rigid bufiing and pulling jaws spaced apart transversely of the coupler, said head having a recessed portion between said jaws for receiving a bufiing jaw of a similar opposing coupler in interengaged relation with said pulling jaw, said portion comprising top and bottom walls and having rearwardly converging surfaces extending from the inner surfaces of said walls, said bufling jaw having forwardly converging sloping surfaces complementary to the converging surfaces in the recessed portion of opposing similar couple.

10. A car coupler having a head, said head having a buffing jaw and a pulling jaw, said jaws being rigid and spaced apart transversely of the coupler, top and bottom abutments tying said jaws together, said abutments being adapted to overlap in close relationship the bufiing jaw of an opposing similar coupler, when the couplers are coupled, to limit relative vertical displacement between the couplers, said bufiing jaw having at its upper and lower ends forwardly converging surfaces for engagement with the abutments of an opposing similar coupler to align vertically displaced couplers as they approach for coupling, said coupler head having surfaces complementary to the converging surfaces on the buffing jaw of an opposing similar coupler.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,121,692 Van Dorn Dec. 22, 1914 1,925,830 Bazeley Sept. 5, 1933 1,990,887 Wittmer et al Feb. 12, 1935 

